Speed maintaining control



Z c. w. MUSSER 2,243,354

SPEED MAINTAIiIING CONTROL Filed 09. 29, 1938 Patented May 27, 1941 UNITED STATES PATENT OFFICE srnnn comaor. I Clarence Walton Mnsscr, Lancaster, Pa. Applieatlo'n December 29, 1938, Seth] No. 248,267

16Clalms.

This invention 'relates to a method of maintaining a selected speed of automotive vehicles, with automatic means of engagingand disengaging speed maintaining control according to requirements imposed-by trafllc and road conditions.

It has as its object, the supplementing conventional hand and/or foot fuel valve control (accelerator) of any automobile so equipped,

without impairing or interfering with the use of either, by an automatic speed maintaining control unaffected by varying load conditions or unit to Figure 4 shows a means of driving a generator.

Figure 5 is a detail of control valves in intake position.

- Figure 6 is a detail of control valves in exhaust position.

This invention is comprised basically of a relay governor adapted for attachment to, andoptional automatic control of, a conventional automotive vehicle. In brief, after-a car (automobile) equipped with this control has attained any preselected speed, a piston (actuated by an electrically controlled vacuum) automatically regulates the automobiles accelerator to maintain selected speed until disconnected by application of the foot brake.

In Figure 1, the case of the control, suitably fastened to car, is illustrated as a sectional view of a cylindrical tube I, with closed ends 2, and

stationary air-tight partition 3. Electromagnetic coils 4 and 5 are fastened to partition 3. Coil 4 is the weed-governing coil, and when coil terminals 3 and I receive an electric current generated by generator 3 (at brushes l2 and I3 through wires l4 and i5), magnetomotivefforce of coil 4 Generator 3 is shown in Figure 4 asbeing driv n by automobile:: speedometer cable- 3, interposed between speedometer ,II and speedometer cable housing ll. when this magnetnmotive'force of rent) on armature l3 overcomes force of springs l3 and I3, movement of armature l6 toward coil 4 causes intake valve 23 to close intake tube 2 land by further movement, valve stop fingers 22 cause exhaust valve 23 to open exhaust tubev 24.

Intake valve 23 and exhaust valve 23 are thin spring metal pieces, fastened atone end to armature li-of suiiicient width to close ends of. tubes 2i and 24 when in their respective closed pos itions.

Figure 5 shows the position of the valve when not sufllcient or no current is being generated by generator 3 to supply necessary magnetomotive force to overcome the force'of springs I3 and l9-the exhaust valve 23 closing exhaust tube 24 while valve finger 22 holds intake valve 20 from end of intake tube 2l'leaving intake tubeopen and exhaust tube closed. j I

The valve position when the magnetomotive forceb'alances springs" and I9 is shown in Fig- -ure lexhaustvalve 23 closing exhaust tube 24,

and intake valve 23 closing intake tube 2|.

When the current generated by generator 3 supplies a magnetomotive force that overbalances springs l3 and I! (Figure 6), intake valve-'20 closes intake tube 2| whilevalve finger 22 holdsdetermined by' valves 20 and 23, varying the intake of vacuum obtained from automobiles intake manifold 21 (Figure 3) through tube 23.

Accelerator pedal (foot fuel valve control) 29 (Figure 2), throttle connectinglink. 3B, accelerator pedal spring 3|, throttle butterfly valve 32 and throttle valve arm 33 are connected to piston rod 23 by a connecting link 34 which could advantageously take the form of a'chain, as 11-. lustrated. Link 34 thus permits piston 25 to control movement of throttle valve 32 when speed governing control is in operation, and still remain yieldable to additional movement by manual operationof accelerator pedal 23.

The speed selector 35 is a variable resistance (mounted within convenient reach of the driver) whichalters the magnetic flux of generator field- 33 by regulating current received from car battery 31 through car ignition switch 33, thereby determining speed at which current required by coil 4 to overcome force of springs l3 and I3 will be furnished by generator 3. Speed selector 3! mayjfor convenience, be equipped with dial, ar-

coil 4 (at all times proportional to generated cur- (i row or any other type of indicating device.

Coil 2, by controlling vacuum inlet, determines when the speed governing section (part controlled by coil 4) shall be operative. Terminal 22 of coil 2 is connected to car battery 21 through car ignition switch 22. Terminal 42 is connected to pivot point 4| of armature 42 and to intake tube 2| through fixed resistance 42. Intake tube 2| is electrically insulated from partition 2 by insulation washer 44. Armature 42 has an electric insulating piece 42 which also acts as a valve piece for closing intake tube 22 or exhaust tube 42, according to position of armature 42.

Armature spring 41, during manual operation of accelerator, holds valve piece 42 against and of inlet tube 22leaving exhaust tube 42 open and inlet tube 22 closed. This prevents vacuum from tube 22 from reaching speed governing sec-- tion, leaving piston 22 inoperative due to lack of motive power. But when coil 2 receives energization from car battery 21 upon contact of valve 22 (when speed selected by setting of speed selector 22 is attained) with intake tube 2|, (completing the electrical circuit of coil 2 through resistance 42) armature 42 is attracted toward coil 5, overcoming force oi spring 41- opening intake tube 22 and closing exhaust tube 46.by valve piece 42.

' This makes speed governing section operative. by supplying motive power (vacuum) to intake tube 2| and thereby (under control of valves 20 and 22) to piston- 22. This also brings .armature Now, if foot is removed from accelerator pedal 29, as speed of car tends to decrease, a corresponding decrease in current will be supplied to coil 4 from generator 2. This permits valve 22 to open intake tube 2| (Figure 5) leaving vacuum therefrom pull piston 22 towards coil 4. Throttle valve 22 is thereby actuated through piston rod 22, connecting link 24 and throttle valve arm 22, tending to prevent further decrease in cars speed by opening throttle valve.

Compensatingspring l2 limits the movement of piston 22 by changing spring force exerted on 42 in electrical contact with contact point 42 connected to car's stoplight bulb 42 on side connected to cars stoplight switch 22, which is conventionally actuated by the applicationof the cars foot brake.

ergization of coil 2 (given by contact'of valve 22, to intake tube 2|) regardless of subsequent position of valve 22--by completing :the electrical circult through the stoplight bulb 42. Stoplight switch 22 is then connected on one side to terminal 29 of coil 2 through car switch- 22, and on the other side to terminal 42 of coil 2 through contact point 42.

Therefore, upon closing of the stoplight switch 82, on application of the foot brake. coil termi- This connection to stoplight bulb, through contact point 42, retains the en-- armature |2 in proportion to piston movement. This stabilizes action of control by preventing too great a movement of thmttle valve 22. Therefore, as piston 22 opens throttle 22 it also lessens spring force on armature l2, causing valve 20 to close intake tube 2|. Since exhaustvalve 22 is now also closed (Figure 1), piston 22 retains opening of throttle valve 22 until change in speed (due to any varying load condition) change current output ofgenerator 2.

If the speed decreases, foregoing described action takes place. If the speed increases. current from generator 2 will be increased proportionately, increasing "magnetic pull on armature I2.

Exhaust valve 22 will then open exhaust tube 24 (Figure 6), permitting accelerator spring 2| to cause movement of piston 22 away from coil 4. Opening of throttle valve 22 is thereby lessened, and increased tension of compensating spring l2- causes valve 22 to close exhaust tube 24, retaining this position of the throttle valve 22 and piston 22 until increase or decrease in speed re: pests respective operation. Speed in excess of the automatically controlled speed is always available by manual operation of accelerator pedal 22.

If the speed of the car is to be lessened or the car brought to a standstill, the application of the foot brake causes stoplight switch 22 to de-energize coil 2-permitting spring 41 to cause valve piece 42 to close intake 22 and open exhaust tube 42. With piston 22 no longer having a retaining vacuum, accelerator spring 2| closes throttle valve 22 to cars normal idling position. The accelemtor is' therefore returned to manual operanals 28 and 42 of coil 2- both receive the same amount of voltage from car battery 21, thereby de-energizing coil 2 and permitting spring 41 to cause valve piece 42 to close intake 22 and open exhaust 46-disengaging the speed governing control. This returns the car's accelerator to manual operation by shutting oil vacuum supply to speed governing section until car is again brought to selected speed.

Resistance 42 is interposed between tube 2| and pivot point 4| to absorb voltage when stoplight switch 22 is closed while valve 22 is connected to tube 2| and contact point 42 is connected to armature 42.

In operation on automobile, with speed selector v set (for example) at 40 miles per hour, car would have to be brought to 40 miles'per hour by manual operation of accelerator pedal 22 before generator 2 would produce sufficient current for coil 4 to attract armature l2. .Movement of armature l2 toward coil .4 causes valve 22'to come into electrical contact with tube -2| thereby energizing coil 2. This causes armature 42 to open vacuum inlet 22 and close exhaust tube 42. Contact point '42 will then maintain energization in coil 5 and keep vacuum inlet 22 open. This introduces vacuum to tube 2|.

tion until selected speed is again attained. This operationis the same for any selected speed the 40 miles per hour havingbeen taken merely as an example. The speed selector is at all times within reach and control of the cars driver.

This control is readily adapted to any car having a throttle valve, vacuum source, stoplight, and a driving means for current-fluctuating element. The details of connection to thevarious parts of the car are dependent on the make and model of car-therefore the drawing has been made diagrammatical to explain operation rather than specific details.

The attachment of this control to an automobile will not alter or afl'ect the operations of handling the car until selected speed is attained. Thereafter the control will maintain this selected speed, without manual manipulation of the accelerator pedal, until foot brake is applied. Therefore, after selected speed is attained, the

foot can be removed from the accelerator pedal operation, car must be again manually brought to selected speed to resume automatic operation. Speed selector 35 can be set by driver at any time, for any speed that the car is capable of which energy is released and controlled by' a.

force varying in proportion to car. speed.

Selected speed is the rate 01' motion the cars operator has chosen to maintain automatically,

by appropriate setting oithe speed selector. What is claimed is:

v 1. In combination with a motor driven vehicle having a throttle valve for'the fuel feed control,

opening to the atmospheric a pedal capable of being operated by the driver of the vehicle to control thethrottle-valve, an automatic throttle-valve control responsive to the speed of the vehicle, and an electrical switch operative upon the attainment of a selected speed, whereby the automatic throttle-valve control retains the selected speed.

2L In combination with a motor driven vehicle having a throttle-valve for the fuel feed control, a means capable of being operated by the driver of the vehicle to control the throttle-valve, an automatic throttle-valve control responsive to the speed of the vehicle, an electrical switch operated by the automatic throttle-valve control upon the attainment of a selected speed, whereby the automatic control actuates. the fuel feed throttle-valve to retain the selected speed.

3. In combination with a motor driven vehicle I having a throttleevalve to control the fuel feed,

- *4. In a motor vehicle, with an' engine, a throt-v tie-valve tocontrol the speed of the engine by regulating thefuel supply means capable of being operated by the driver of the vehicle to control the throttle-valve, a relay governor responsive'to the speed of the vehicle, to control the throttle-valve 'toretain the selected speedupon the attainment oi the selected speed.

5. In combination with a manually-operated speed-controlling throttle-valve of engine-driven motor vehicles, an automatic control for the throttle-valve; responsive to' the speed of the vehicle, an electrical switch to connect the automatic control of the throttle-valve upon the attainment of a selected speed to'maintain the selected speed.'.'

6. In combination with a motor vehiclehaving an engine, a throttle-valve to regulate the, fuelsupply; means capable of being operated .bythe driver of the vehicle to actuate the throttle-valve speed regulator to control the throttle-valveand responsive to the speed of the vehicle, an electrical switch operative upon the attainment of a selected speed by the driver-operated means, to

70.- to control the speed of the vehicle, an automatic render the maintainment of the selected speed dependent on the automatic means.

7. In combination with a motor driven vehicle having a throttle-valve for the fuel feed control, a pedal capable of being operated .by the driver of the vehicle to control the throttle-valve, a

stoplight switch, an automatic throttle-valve control responsive to the speed of the vehicle, and an electrical switch operative upon the attainment of a selected speed, whereby the automatic throttle-valve control retains the selected speed when the stoplight switch is open.

' 8. In combination with amotor driven vehicle having a throttle-valve for the fuel i'eed control,

automatic throttle-valve control responsive to 'the speed of the vehicle, a stoplight, a stoplight switch, an electrical switch operated by the automatic throttle-valve control upon the attain: ment of a selected speed'and completing the electrical circuit through the stoplight to render the throttle-valve control at the selected speed dependent upon the automatic throttle-valve control until the stoplight switch is closed.

.9. In combination with a motor vehicle having an engine, a throttle-valve to regulate the fuel supply, means capable of being operated bya driver of the vehicle to actuate the throttle valve to control the speed of the vehicle, an automatic speed regulator responsive to the speed of the vehicle to control the throttle-valve, and means operative upon attainment of a selected speed whereby the manual control of the throttlevalve is replaced by the automatic speed regulator for theselected speed, manual control 01 the throttle-valve remaining normal for speeds excess of the selected speed. 7

10. In combination with a manually-operated speed-controlling throttle-valve of engine-driven motor vehicles, an automatic throttle-valve regulator responsive to the speed of the vehicle, said automaticmeans replacing the manual control upon the vehicle's attainment of a selected speed and operating the throttle-valve tomaintain this selected speed, speeds .in excess' of the selected speed remaining dependent on the manual control, and means to disengage the automatic control.

11. In a device for automatically controlling the speed 'of motor vehicles, a speed selector, a connecting link to the vehicle's throttle-valve, a vacuum-powered piston-actuating connecting link, an electrical control of the vacuum to the pistons cylinder, means whereby the'electrical control of the vacuum becomes automatically operative upon the attainment of a speedseleeted with the speed selector tocontrolthe throttlevalve to retain the selectedflspeegi, and means for disconnecting the electrical control oi the vacuum. i

12. In combination with a motor-driven vehicle having a driver-operated throttle-valve for controlling the fuel supply to'regulate the speed of the vehicle, a relay governor connected to'the throttle-valve, avoltage-fluctuating unit responsive to the speed of the vehicle, and means automatically operative upon the attainment of the selected speed whereby the voltage-fluctuating unit controls the throttle-valve through the relay governor to maintain the selectedspeed.

- 13. .In combination with amanually-operate'd speed-controlling throttle-valve of engine driven motor vehicles, a relay gov throttle-valve, a voltage-ii ctuating unit respon or connected to the I sive to the speed of the vehicle, an'electrical switch operated by the voltage-fluctuating unit upon the attainment of a selected speed, where'- by the relay governor is caused to control thethrottle-valveto retain the selected speed.

14. In combination with a manually-operated speed-controlling throttlewaive of engine driven motor vehicles, a relay governor connected to the throttle-valve, a voltage-fluctuating unit resp'onsive to the speed of the vehicle and controlling an electromagnetically actuated switch operative only upon the attainment-01a selected speed, whereby the relay governor retains the ernor connected to the throttle-valve, avoltagea,24s,sa4

fluctuating unit responsive to the speed 0! the vehicle and controlling an electromagneticaliy actuated switch operative only upon the attainment oi a selected speed, whereby the relay governor retains the selected speed by controlling the throttle-valve, electrical circuit of the electromagnetic switch being completed through the stoplight bulb.

16. In combination with a moto vehicles speed-controlling throttle-valve, stoplight switch, a stoplight bulb, an electrically controlled relay governor responsive to the speed of the vehicle to control the throttle-valve to retain a selected speed upon the attainment of the selected speed, electrical circuit of the relay gov-' r ernor completed through the stoplight bulb untii thestoplilhtswltchisclosed.

cummcu WALTON pmssun. 

